It’s hard to say no to the Victory Kingpin. After all, how
many bikes combine this much classic American style with this much muscle?
Victory’s own 100 cubic-inch, fuel-injected Freedom V-Twin with six-speed
overdrive delivers massive amounts of torque and power throughout the entire
power band, while the inverted front fork, rising-rate linkage rear
suspension, rubber-mounted handlebars and vibration-isolating full
floorboards assure a stable, comfortable ride. Clean lines combined with a
custom-inspired headlight, fully valanced fenders and a deeply contoured
seat give the Kingpin just as much presence as it has power. If you’re
looking for a bike with classic lines and modern American engineering, check
out the “Godfather” of the Victory lineup. It will make you an offer you
can’t refuse.

Motorcycle Comparison Test
Somewhere between the 1700cc-and-up mega bikes and the 1300cc-and-under
swarm is group of V-twin cruiser motorcycles that, for many riders, is just
right. We picked four of our favorites for "The Almost-Big V-Twins
Face-Off." Harley-Davidson Fat Boy versus
From the February, 2009 issue of Motorcycle Cruiser
|
Photography by Kevin Wing... read full caption
Photography by Kevin Wing.Last year these four motorcycles would have been
part of our big-twins comparison. Then the Kawasaki Vulcan 2000 upset the
order of things. All by itself it created a mega-twin class into which we
swept the other oversized maxi-Vs, the Honda VTX1800 and the Yamaha Road
Star 1700.
That new uber-twin class narrowed the number of bikes eligible for this
comparison, which we limited to V-twin-powered straight cruisers with
displacements from 1400cc to 1600cc. Even so, we could have included more
than 20 models, too many to make a focused comparison. The displacement
limits eliminated Honda and Yamaha, but Kawasaki still makes 1500s and
1600s, Harley has a full range of 1450s, Victory's line is composed entirely
of 1500s and Suzuki sells a 1400 (actually 1360cc), 1500 and, new this year,
a 1600. However, we knew from past experience that there were some bikes
that wouldn't be competitive.

Final Four

Harley's Dyna series has not impressed us recently, so we didn't ask for one
of them. It took a bit of discussion to decide which Harley Softail we
wanted, but we finally settled on Harley's bestseller, the Fat Boy, which
topped our 2000 big twins comparison.

Kawasaki has a pair each of 1500 and 1600 models. We might have chosen the
new 1600 Mean Streak, which in 1500cc form was our pick from our '02 big
twins face-off. However, the agreement between Kawasaki and Suzuki to share
models has led to one design becoming both the Kawasaki Vulcan 1600 Mean
Streak and, with minor changes, the Suzuki Marauder 1600. From past
experience we knew Suzuki's 1400 and 1500 Intruders were not going to be
front-runners here, so we took the Marauder 1600 as Suzuki's designated
hitter. That left three Kawasaki Vulcans. The unique retro 1500 Drifter and
the somewhat dated 1500 Classic might uphold the honor of the Vulcan line
(and the carbureted 1500 Classic, at under $9000, is certainly more than
competitive on a cost basis), but the Vulcan 1600 Classic appeared to be the
obvious choice.

Victory offers two models, the successful Vegas or the new Kingpin, which is
closely based on the Vegas with a slight bias toward comfort and handling
and a more traditional look. Naturally we wanted the Kingpin, which we
hadn't tested yet.

The Fattening of America

The Fat Boy might be considered the prototype for this entire class, and
certainly Harley's competitors would love to have such a successful
motorcycle, especially one that has been selling as well as the Fat Boy has
for over a decade. Powered by Harley's dual-counterbalancer, twin-cam,
1450cc air-cooled twin with a clean Softail frame wrapped around it, the Fat
Boy epitomizes that particularly American wide, fat look. Although it
retains distinctive features such as disc-style cast wheels and that
shotgun-style exhaust configuration, competitors have frequently sought to
imitate other parts of its make-up, from the chunky 16-inch wheels wrapped
with full fenders to the tank-top instruments, covered fork legs, the fork
nacelle backing the headlight, the chrome airbox alongside the engine, the
floorboards, the hidden-shock rear suspension and the low, wide saddle.
Although it comes up short in a few areas such as a mere single front brake
disc, the current-generation engine and chassis make an impressive
functional package, too.

The Fat Boy's unique disc... read full caption
The Fat Boy's unique disc wheels can cause some side-wind issues. Our test
unit had an accessory headlight and other goodies. Harley-Davidson Fat Boy
High Points
Huge accessory selection from huge number of companies
Comfy
Good cornering clearance for a big cruiser

Low Points
There's one on every corner
Very pricey
Unimpressive brakes

First Changes
Anything to make it look differnt than the thousands of other Fat Boys out
there

You can clearly see the imitation in Kawasaki's Vulcan 1600 Classic, which
adopts many of the same styling cues as the Fat Boy, right down to the fork
cover behind the headlight, though with 66.7 inches between the axles the
Kawasaki is considerably longer than the Fat Boy's 64.5-inch wheelbase. Of
course, the Vulcan also has a liquid-cooled 1552cc engine with overhead cams
and four valves per cylinder instead of the Harley's pushrod valve operation
and two valves in each combustion chamber. The Vulcan's five-speed transmits
power to a shaft final drive instead of the Harley's belt, and the Kawasaki
uses twin rebound-damping-adjustable shocks to suspend its rear end. They
are placed in the traditional location alongisde the rear wheel instead the
Harley Softail frame's hidden location under the bike. There is also a huge
difference in price. The Kawasaki lists for $10,499 in your choice of three
colors. The Fat Boy starts at $16,245, and that's before you add our
machine's fuel injection ($600), a color other than black ($240 to $585
extra) and other costs including freight and dealer profit.

The Kawasaki includes features... read full caption
The Kawasaki includes features such as a helmet lock, adjustable shock
damping and a tool kit under the locking side cover. That ugly black
license-plate support needs a chrome replacementKawasaki Vulcan 1600 Classic
High Points
Nicely sorted suspension
Solid braking performance
Best passenger seat

First Changes
New seat (unless you are short)
New clutch plates
Narrow the handlebar

Victory's new Kingpin also suggests that fat is where it's at, being a more
filled-out version of the successful Vegas on which it is closely based. The
deep fenders are the big visual difference between it and Victory's first
big hit, but the Kingpin also offers an inverted cartridge fork, a wider
18-inch front wheel instead of the skinny 21-incher on the Vegas,
floorboards and standard cast wheels. If you order between August and
October using Victory's Custom Order Program, you can change those last two
items, picking from three wheel choices (including wire spokes) or selecting
footpegs as well as different paint, an HID headlight and engine finish.
Victory's fuel-injected 1507cc engine employs overhead cams, air/oil
cooling, and has a belt final drive. It has evolved tremendously since the
first Victory was introduced using the same design back in 1999. The current
engine shares virtually none of its parts with the original. The Kingpin has
the latest-generation Victory single-shock chassis shared with the Vegas,
and it enjoys its own clean, distinctive styling, with lines very much like
those of the Vegas. Despite the fatter front tire, Victory stuck with the
Vegas' single disc brake up front. Victory adopted fewer of the usual
styling features than most of the big twins. The airbox, for example, is
concealed under the tank instead of hanging alongside the engine. The
inverted fork legs lack covers (though they have a heft look, nonetheless),
and the speedo is located in front of the top fork crown. Victory sought a
price point between Harley and the Japanese bikes, and the $14,999 buy-in
hits it. It is also $350 more affordable than the Vegas.

Visually similar to the successful... read full caption
Visually similar to the successful Vegas, Victory's Kingpin has slightly
less edgy style and more creature comforts. Victory Kingpin
High Points
Impressive class-dominating power
Great finish quality and distinctive style

Low Points
Virtually no detail features
Drags early and hard

First Changes
Add accessory tach
Add accessory HID headlight

The final bike in this comparison, the Suzuki Marauder 1600, is half of the
first modern split-brand street model shared by Suzuki and Kawasaki. It is
actually manufactured and sold by Kawasaki as the Mean Streak for the same
$10,999 price. Both bikes are functionally identical and almost so visually,
the rear fender treatment being the largest variation. (For a complete
rundown of the differences, see our comparison of teh differences.) As a
result, the following discussions of performance apply equally to the Mean
Streak.

You can tell it's a Suzuki... read full caption
You can tell it's a Suzuki Marauder by the tailsection. The similar Kawasaki
Mean Streak has a conventional fender; otherwise the core bike is obvious.
The engine is mostly the same as the 1600 Classic's.Suzuki Marauder 1600
High Points
Most comfortable motorcycle (for the rider) in this foursome
Best brakes here—powerful, controllable and adjustable
Most detail features in this group
Tachometer is standard

Low Points
Tiny seat pad insults passenger
Brand identity crisis

First Change
Install a passenger saddle

The 1600 Marauder/Mean Streak is an upsized version of the 1500 Mean Streak,
using the same chassis but with the extra 82cc of the 1552cc "1600" engine
introduced for 2003 in the Vulcan Classic. As the performance platform of
the big Vulcan line, the Marauder/Mean Streak engine gets juggled cams and
bigger injectors and valves as well as remapped fuel injection for a bit
more kick than the laid-back Classic. The chassis features inverted fork
legs, air-adjustable rear suspension on a beefed-up swingarm and
sportbike-like 17-inch cast wheels with radial tires. Six-piston calipers
squeezing dual discs up front give big stopping power. The streetrod theme
carries to the instruments—the speedometer and tachometer are set in front
of the triple clamp—and the use of footpegs, a smaller 4.5-gallon gas tank
and a slightly canted-forward riding position.

Friendly steering manners... read full caption
Friendly steering manners and superior suspension make the Marauder
comfortable and fun to ride in corners, even though lean angle is slightly
limited. Go for a Putt
While a motorcycle's look suggests how it will work, the proof is in the
putting. With fuel injection on all four (an option on the Fat Boy),
starting is seamless all around, once you find the ignition lock. This group
squelches the find-the-keyhole game we usually play with a group of
cruisers. The Harley and both Japanese bikes put the ignition locks right up
in front of the rider on the tanks, and the Victory puts it down on the left
side of the engine—almost as convenient. All four are ready to go in a few
seconds, even on a cold day.

The Victory's pretty lines... read full caption
The Victory's pretty lines always started conversations. It also got a lot
of attention when leaned over since it drags easily and hard, startling
small animals and passers-by. The Harley has the heaviest clutch pull,
though the Vulcan's engaged somewhat unevenly and sometimes didn't disengage
when first put into gear in the morning, causing it to stall. The Victory
has our favorite clutch here. Gear shifting was pretty even, with the
Marauder getting nods from those who prefer a single shift lever with a
footpeg to the heel-toe shifters that go with the others' footboards. All
four shift smoothly (the Harley is the closest to stiff) and predictably and
find neutral easily, though Kawasaki's unique neutral finder—also found on
the Marauder—makes that a bit easier. The big-bang shifting of early
Victorys is in the past, and the Kingpin's shifting was as quiet as any of
the other bikes'.

The 1600 Fi lacks in cornering... read full caption
The 1600 Fi lacks in cornering clearance, though it handles solidly thanks
to well-engineered suspension and strong, linear brakes.Although they are no
longer the beefiest engines around, bikes with this much displacement are
still expected to pack meaningful punch. The Kingpin lives up to its name in
this category with the strongest engine in its class. The Freedom engine
used in all Victory models makes great power—smooth and strong—from way down
in the rpm band and comes on hard as the revs rise. The 'Pin will easily run
away from any of the other four in a sprint, and ours ate up the
quarter-mile in 12.77 seconds at 103.95 mph. That's just 0.54 seconds slower
than the big, bad Kawasaki 2000. And it delivers the beans with
civility&151no power surges or flat spots, and just a bit of abruptness
caused by some drivetrain play. It will pull smoothly from just under 30 mph
in top gear; the others in this group start lugging below 35 mph.

Although "Fat Boy" doesn't... read full caption
Although "Fat Boy" doesn't sound like the best choice for twisty roads, the
Harley's ground clearance allows it to lean over farther than the other
three.Harley's fuel-injected engine also offers great power delivery and
throttle response all the way, no matter what the rider does with the
throttle. It also makes a respectable amount of power, pulling harder at all
speeds than the two 1600s, though it can't keep up with the Victory. The Fat
Boy posts a quarter-mile performance right in the middle of the 13-second
bracket, getting through the lights at 97.91 mph. The Harley drivetrain is
notably lash-free.
Although it looks like the most aggressive bike, the Marauder comes in third
over the road. It gets through the quarter in 13.60 seconds, going 98.21 mph
at the end. However, power is controllable and arrives evenly, slightly
disturbed by some drivetrain lash, presumably the result of drivetrain
dampers. The similar Vulcan Classic has an even flatter power delivery.
However, the difference in engine tune and the Classic's extra 40 pounds
means it gets down the road with even less haste, negotiating the
quarter-mile in 14.21 seconds at 90.24 mph.

Harley's 1450cc big twin has... read full caption
Harley's 1450cc big twin has become the little guy in this class, but its
air-cooled two-valve design still makes respectable power—making it quicker
than the Kawasaki 1600 Classic.Don't Shake on It
Since all four motorcycles have counterbalancers, none shakes enough to
comment until your speed reaches figures that will get you ticketed in any
state. The worst to be said, then, is that the mirrors on the Harley (which
were accessory items) and Victory had slightly blurred images at highway
speeds, though that may be due more to the mirrors than the vibration. The
Suzuki was the smoothest of the four by a small margin.
The Suzuki also has the most compliant suspension, making it very smooth on
concrete-slab highways with small jitters, seams and cracks. However, on
roads with more and larger bumps, that softish suspension makes the Marauder
pitch around more than the other three, which have firmer suspension
settings. However, those three bikes, though they transmit more of the road
surface to you than the Marauder, are rarely harsh. The Classic in
particular does a good job of controlling suspension while taking the edge
off sharp bumps, and it has the best ride overall. Both the Fat Boy and the
Kingpin give more notice of bumps and potholes, but only large, sharp
road-surface defects come through enough to disturb the rider.

Introduced last year, the... read full caption
Introduced last year, the Kawasaki 1600 engine is an 82cc expansion of the
1500 with extensive changes throughout. Details like the unsightly horn
grate on us.Even if vibration and ride caused no one bike to shake out as an
overall favorite, other comfort factors made bigger impressions. The Fat
Boy, as seen in the photos, was delivered with a Harley accessory seat. It
looked good and felt terrible—too narrow, limiting and hard. Fortunately,
the standard Fat Boy seat is far more comfortable—nicely padded, well shaped
and with some room to squirm. The Marauder saddle has an even better shape
and pleases riders of most widths and lengths, with the most room to move
around. Although those two saddles are good for several hours without a
break, we began to squirm after two to three hours on the Kingpin, which has
a firmer seat with a more limiting shape and less support. The Kawasaki
saddle is disappointing, especially since it is the heir to a long line of
great Vulcan Classic seats. Although the padding might be the right
consistency, it is in the wrong places. There is little room to move around
on the saddle and a wedge at the rear surface provides unwanted pressure and
keeps you from being able to slide rearward. As a result, average to tall
riders feel cramped and almost everybody develops the squirms in under an
hour. Kawasaki used to have great seats on its Classic series, but the last
two, the 1600 Classic and Vulcan 2000, have been disappointing.

This engine differs from the... read full caption
This engine differs from the Classic's left with 37mm instead of 33mm intake
valves, bigger intake ports, 40mm instead of 36mm injector throats and new
cam profiles.In terms of passenger support, however, the Vulcan was tops,
with the (standard) Fat Boy saddle second, followed by the Victory, with the
thin passenger pad on the Marauder dead last.
The Kawasaki also fell to the bottom of the rankings for overall ergonomics,
partially because of the seat crowding the rider forward, but also because
of its wide handlebar—just over 35 inches—that makes the bike feel awkWard
during full-lock turns, hanging you out in the wind. However, there was
adequate legroom for everyone. The top riding position was awarded to the
Marauder, though the Fat Boy and Kingpin, in that order, were close behind
and got positive reviews, with shorter riders favoring the Harley.
Where You Point It

Cruiser builders walk a line between long, low style and cornering
clearance. Somehow, though, Harley always seems to provide both. The Fat Boy
has more cornering clearance than the other bikes here. The Vulcan Classic
and Kingpin both come up short on lean angle, but while the Vulcan drags its
floorboards well before anything hard, the Kingpin drags solid pieces right
away, which unsettles the bike and if overdone can lift a wheel. The
Marauder almost matches the Fat Boy for lean angle.

Victory's engine is the power... read full caption
Victory's engine is the power champion of the almost-big twins. It makes
both the most horsepower and the most torque.The Harley also handles and
steers well in general, though the Kawasaki is tops in steering response and
precision. On the other hand, we really had no complaints about the
Victory's or the Suzuki's handling or steering manners, and the Suzuki is
the lightest-steering and most nimble bike here. The Victory wants to sit up
the least if you brake while leaned over. In terms of stability in side
winds, parallel pavement seams and other disquieting situations, they all do
pretty well, though the Fat Boy's disc wheels make it susceptible to side
winds and gusts coming off trucks.
The Marauder was the clear favorite for braking performance. Its dual
six-piston-caliper front brake gives the Suzuki the most powerful braking in
this group, but it also allows great control and, like the Kawasaki, has a
cam-type adjuster to adapt the lever position to different hands or a change
of gloves. The Kawasaki has two discs up front and offers good braking
power. It is also a bit more controllable because of more fork damping,
which makes the first moments of a panic stop a bit less dicey. The two
single-front-disc bikes are less impressive. The Victory's front brake gives
more power than the Harley's, which requires a stiffer pull and even then is
a bit underwhelming. Both the Fatty's and the Kingpin's brakes squeak, the
Harley's all the time but most loudly when cold, and the Victory's when wet.

Harley's suspension is slightly... read full caption
Harley's suspension is slightly harsh but adequately damped.Aside from noisy
brakes, the only other problem we experienced was the Kawasaki's slipping
clutch. To be fair, the Classic's clutch got a thorough workout during our
photo session when it served as the platform for group shots. The rider
sometimes slipped the clutch rather extensively to keep things smooth for
the photographer passenger. Still, we have not been impressed with the new
clutch friction material Kawasaki adopted for this bike. Our previous
example got quite grabby when heated up by stop-and-go traffic duty.
The Beauty Contest
For many riders, cruisers are all about style. Comfort, performance,
handling, even reliability are all somewhere on the list. If head-turning
power is your primary measure of performance, then the Kawasaki probably
won't be your first choice. Despite some nice pieces such as the fork cover
and headlight and generally nice finishes on the components, there are some
pieces that come across as awkWard. There are a lot of nits to pick. Some
critics grunted about the fender shapes and sizes and the side panels'
effect on the lines. And a raft of details, from the ugly black
license-plate bracket with its big reflectors to the after-thought-looking
horn to the unused bracket behind the cylinders, made some think Kawasaki
decanted this one before it was ready. But several people commented that the
1600 Classic was the best-sounding bike, with a solid exhaust beat undiluted
by mechanical or intake noise. Riders who like performance themes were taken
by the Marauder, but those who prefer a more traditional, clean style dubbed
it "kinda funky." One also pointed out that the exhaust system you see is a
false front for the real exhaust configuration, which makes some covert
moves where you can't see it. It also doesn't produce the nice exhaust sound
of the Classic.

Like the Kawasaki, the Suzuki's... read full caption
Like the Kawasaki, the Suzuki's rear suspension offers adjustable damping
via a thumbwheel.We couldn't really get a consensus about which of the two
American-brand bikes deserved most admired status. There are still lots of
people who swoon over the Fat Boy because "it's a Harley." Asked why that's
important, the usual answer is, "Because it's cool." Why is it cool?
"Because it's a Harley." Like the T-shirt says, "If I have to explain,
you'll never understand." We think that's a way of saying, "Actually, I
can't explain." But if you are willing to pay for that sort of irrational
appeal, you get the aura of Harley ownership and the emotional outpouring
attached to it. But the Fat Boy obviously has something beyond its basic
Harleyness because it is the most popular bike in the line. Of course, for
some people, riding one therefore makes you a flocker rather than a leader,
diminishing its appeal. We can find some irksome details, but since everyone
has had plenty of opportunities to study a Fat Boy, you already know what
you like and dislike about it and how much.

Victory gets functional fat... read full caption
Victory gets functional fat fork legs by using inverted legs.For most
testers, the Kingpin was as unexpected as the Fat Boy was familiar. Lots of
folks seemed surprised at how clean, detailed and original the other
American bike was. There were a few riders for whom the Kingpin didn't quite
flow, however, and their eyes usually got stopped by the rear fender's tail,
which sort of stands off from the rear tire. Some also stopped at the side
panels, which don't quite match the rest of the bike's lines. A smaller
number found the fuel tank a bit puny amidst the other pumped-up parts. The
tank was lifted right off the Vegas, which has a decidedly slimmer design; a
fatter tank would better suit both the Kingpin's style and its more
travel-oriented role. But there are plenty of visual points to admire, too,
such as the raised spine that runs end to end along the bodywork. The bike
sounds good, especially from the saddle, though riders are sometimes
surprised to learn that most of the throb they hear comes from the intake.
The Kingpin falls well behind the others in convenience features, however.
It is the only bike here without a fork lock (just lugs for a padlock),
self-canceling turn signals, a fuel gauge or even running lights in the
front turn signals, something that makes a bike much easier to identify and
track at night in traffic. It does have a neat little single-tool kit,
however, and that tool will perform most of the chores an owner is likely to
tackle. Although the Fat Boy has those four features the Victory lacks, it
has no tool kit or storage for one. We do give it points for the ease of
checking the oil level in its dry-sump lubrication system. The others
require balancing the bike upright, but the Harley can be checked on its
sidestand. We have heard horror stories about bikes toppling as owners
crouched next to them trying to balance the bike while eyeing the oil-level
windows on the crankcases. That's the system used on the other two bikes,
and we wish Kawasaki would abandon it and make a system to check oil level
on the stand. Since both the other bikes are built by Kawasaki, they provide
similar detail amenities: clocks in the instruments' LCD windows, adjustable
handlebar levers, automatic neutral finding, tool kits and helmet locks. The
Marauder also has a tachometer.

Like the Suzuki, the Kawasaki... read full caption
Like the Suzuki, the Kawasaki uses shaft final drive, which is heavier and
creates more drivetrain lash than a belt. Some see it as more reliable,
though.Of course, Victory offers an optional tachometer, which can be
mounted in a few minutes using wiring already in place. A lot of the parts
sold or being developed for the Vegas will also fit the Kingpin. Victory, as
well as the aftermarket, is steadily increasing its accessories line. Since
the Marauder is the same as the Mean Streak, and both bikes share many of
the same components as the 1500 Meanie, you'll find a small but solid
selection of accessories for it, even if the bike is not the sort that begs
for a lot of bolt-ons. Some owners may also mix and match the cosmetic
pieces that differ on the two Marauder/Mean Streak renditions—headlights,
airbox covers, turn signals or rear fenders—to distinguish their bikes. Of
course, the Fat Boy has far more accessories than the other three bikes put
together. The accessories offered by Harley boggle the senses. Besides the
very uncomfortable low-profile seat, our FLSTFI had a combination headlight
nacelle/fork shield, billet grips with rubber insets and other changes from
Harley's voluminous accessories catalog. The aftermarket has even more, so
if you like swapping parts, the Fat Boy is king.
Finding the right accessories and replacement components could help mold any
one of these bikes to fit your riding plans. However, as delivered, our
choice is the Suzuki Marauder 1600 (which also means the functionally
identical Kawasaki Mean Streak). The Marauder is also the best buy here. The
Harley-Davidson Fat Boy gets the nod for second, with Victory's Kingpin hot
on its heels. Kawasaki's big Vulcan Classics have traditionally run near the
front in our comparisons, but not this time. The poorly shaped seat,
somewhat awkWard ergonomics, finicky clutch and some detail-appearance
issues combined to dampen our enthusiasm. In fact, most of us would be
inclined to pass over the 1600 Classic for the Mean Streak or the carbureted
1500 Classic still in Kawasaki's line. The latter bike is more
comfortable—if less powerful and not as elegantly suspended—and $1500
cheaper.
The ranking could easily change with your priorities, too. For one thing,
bringing home a stock Marauder could get ugly when your steady passenger
eyes that saddle. If power and stand-alone styling are what gets you going,
then the Victory could earn its price. If you like the idea of being able to
replace every single part on your bike with something shinier, flamed or
sinuous (or if the phrase, "Because it's a Harley," makes sense to you),
then the Fat Boy is your mount. If you are willing to apply some aftermarket
fixes to the Vulcan's shortcomings, that might even work out for you, too.
And how about the three bigger twins tested last issue? Well, the Honda
VTX1800N would probably draw more of our testers than any of these bikes,
despite the added cost. However, the overall difference between the new big
twins and the once-big twins is not huge. If we'd had a Marauder (or Mean
Streak) along for last issue's jaunt to Texas, it would have been in
contention all the way.
RIDING POSITIONS
Brasfield: My how twins have changed since I stopped carrying Motorcycle
Cruiser business cards! What would have been big twins just a couple of
years ago are now merely very large twins. But that's all right with me.

Riding this bunch of cruisers impressed upon me how little the
manufacturer's name on the tank really had to do with the riding experience.
All of these bikes are so competent that I found myself considering which
would suit my mood rather than ranking them under likes and dislikes. With
the sole exception of those dang turn signals, the Fat Boy offers the same
level of refinement I'd previously thought I'd only find on a bike with
metric fasteners. The Kingpin puts the Victory marque on the same level as
the rest of these much older manufacturers—an impressive achievement in such
a short time! (Now, gimme more ground clearance.) The cross-pollination
between Kawasaki and Suzuki has delivered the best Suzuki cruiser I've ever
ridden. I loved the Marauder. And the updated Classic is just more of the
Vulcan line that I've always been fond of.

Since I've got a big, new garage, I thought about weaseling and saying that
I'd take them all, but I gotta admit that the Marauder struck me the right
way. So there you have it, my pick of the littler.

Brasfield hopes you'll visit the Web site for his new book: 101 Sportbike
Performance Projects

Friedman: The mighty have fallen. Kawasaki's big Classic has been a
top-ranked V-twin since our first big twins comparison back in 1996. It has
won or run with the leaders in every big twins comparison we have conducted.
But with this quartet, it's number four.

That isn't to say that a Kawasaki didn't win this comparison, it's just that
this time it says "Suzuki" on the tank. In other words, the Marauder was my
pick as well, followed closely by the Fat Boy. The Kingpin ranks a solid
notch ahead of the Vulcan 1600 Classic. Of course, the Kawasaki Mean Streak
is essentially identical to the Marauder, so it would have been top-ranked
as well.

Oddly, I think Kawasaki's carbureted 1500 Classic or Drifter would have done
much better than the 1600 Classic, and the 1500 Classic certainly costs
less. I'd also put Yamaha's 1700 and Honda's VTX1800N ahead of the bottom
two in this group, though they would all beat the Harley's Dyna series and
Suzuki 1400 and 1500 for me. Kawasaki's monster? I'd rank it about the same
as the 1600 Classic, which means behind it when you factor in price.

It is going to be interesting to see how the bikes in this class evolve now
that they are essentially second-tier bikes.

Ping Friedman at Art.Friedman@primedia.com or at ArtoftheMotorcycle@hotmail.com.
Cherney: Never thought I'd see a 1600cc motorcycle regarded as
"middleweight," but that sad day has arrived. These bikes still scream
"full-size" to me, and nothing exemplifies that heft like the Kawasaki 1600
Classic. Technically, the pumped-up 1600cc motor works fine, but if you're
going out for something more than a straight-line spin, you'll be
disappointed by a sluggish chassis. Harley's venerable Fat Boy still manages
to be a nice surprise, with its 1450ccs of visceral rumble and
not-as-bad-as-I-expected-it-to-be handling. Still, cornering clearance is
limited and brakes are lackluster, so it'll take a bit more than strong curb
appeal to pry 17 large out of my tattered wallet.

Victory's full-fendered Kingpin became a close contender with Suzuki's new
Marauder, though, mainly because the Kingpin's steering was lighter and its
four-piston front brakes stouter. A smooth, linear 1507cc Freedom engine
didn't hurt either, and frankly, the Kingpin is the best-looking bike here.

Still, it's not just out of spite that I'm picking the Suzuki Mean Streak (a
spade is a spade) as the winner in this clunky quartet; it's because the
thing is just plainly the most fun to ride. A snappy engine, good throttle
response and smooth fuel injection make it the easy winner. The Marauder
won't get many points for its patchy styling, but that's OK.

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